Workshop on Helicopter Health and Usage Monitoring Systems, Melbourne, Australia, February 1999 - Part 2. Graham F. Forsyth (Editor) Airframes and Engines Division Aeronautical and Maritime Research Laboratory DSTO-GD-0197 (Part 2) ABSTRACT Over the last 10 years, helicopter Health and Usage Monitoring Systems (HUMS) have moved from the research environment to being viable systems for fitment to civil and military helicopters. In the civil environment, the situation has reached the point where it has become a mandatory requirement for some classes of helicopters to have HUMS fitted. Military operators have lagged their civil counterparts in implementing HUMS, but that situation appears set to change with a rapid increase expected in their use in military helicopters. A DSTO-sponsored Workshop was held in Melbourne, Australia, in February 1999 to discuss the current status of helicopter HUMS and any issues of direct relevance to military helicopter operations. This second part contains a list of those attending and a number of papers not received in time for publication before the event. RELEASE LIMITATION Approved for public release
144
Embed
Workshop on Helicopter Health and Usage Monitoring · PDF fileMonitoring Systems, Melbourne, Australia, February 1999 ... CDR Chris Fealy ... Chief Engineer Aerospace & Transportation
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
Workshop on Helicopter Health and UsageMonitoring Systems, Melbourne, Australia,
February 1999 - Part 2.
Graham F. Forsyth (Editor)
Airframes and Engines DivisionAeronautical and Maritime Research Laboratory
DSTO-GD-0197 (Part 2)
ABSTRACT
Over the last 10 years, helicopter Health and Usage Monitoring Systems (HUMS) havemoved from the research environment to being viable systems for fitment to civil andmilitary helicopters. In the civil environment, the situation has reached the pointwhere it has become a mandatory requirement for some classes of helicopters to haveHUMS fitted. Military operators have lagged their civil counterparts in implementingHUMS, but that situation appears set to change with a rapid increase expected in theiruse in military helicopters.
A DSTO-sponsored Workshop was held in Melbourne, Australia, in February 1999 todiscuss the current status of helicopter HUMS and any issues of direct relevance tomilitary helicopter operations. This second part contains a list of those attending and anumber of papers not received in time for publication before the event.
RELEASE LIMITATION
Approved for public release
Published by
DSTO Aeronautical and Maritime Research LaboratoryPO Box 4331Melbourne Victoria 3001 Australia
5. PAPERS INCLUDED IN THIS DOCUMENT..........................................................17
DSTO-GD-0197 (Part 2)
1
1. Introduction
Helicopters have a higher rate of accidents due to technical causes than publictransport fixed-wing aircraft, so it should come as no surprise that equipment capableof detailed monitoring of critical helicopter functions is now routinely fitted to mediumand large-size helicopters used by civil operators. This equipment is usually referredto by the name “Health and Usage Monitoring Systems” (HUMS) although most of theHUMS in service concentrate mainly on assessing the health of the helicopter and haveonly rudimentary usage monitoring.
Military operators have been slower than civil operators to implement HUMS in theirfleets. However, there are good reasons for this. Military helicopters, in general, areoperated at a much lower rate of effort (ROE), expressed as flight hours per year, andare kept in service for a much longer period. Military operators also have less need tominimize training and test flying than civil operators since these types of flying may beregarded by the military as a legitimate function rather than as a deviation from themain purpose. These factors mean that, although current HUMS may show similarrates of return for both military and civil helicopters, when expressed as return per unitflying time, military operators have a lower rate of return than civil operators per unitof calender time.
This difference means that military operators are showing more interest in improvingthe usage monitoring component of these systems.
It is noticeable that the amount of time by which military operators lagged their civilcounterparts in installing accident data recorders is much greater than that for theinstallation of HUMS.
The papers listed in the timetable, in a following section, were presented at aWorkshop coordinated by the Airframes and Engines Division of DSTO Aeronauticaland Maritime Research Laboratory in Melbourne, Australia, on February 16 and 17,1999. Papers were presented by authors from HUMS manufacturers, researchinstitutions, helicopter operators, and other organisations. Most of the paperspresented at the Workshop have been included in a proceedings document, publishedas DSTO-GD-0197, in the format provided by their respective authors. Some papers,however, were not available for inclusion in that document at the time of itspublication and they are included herein, along with an attendance list and the finaltimetable.
DSTO-GD-0197 (Part 2)
2
DSTO-GD-0197 (Part 2)
3
2. Acknowledgments
The Helicopter Health and Usage Monitoring System (HUMS) Workshop wasarranged via a committee comprising:-
Graham Forsyth, as convenor,Neil Kennedy, representing RAAF Williams,Paul Marsden,Graeme Messer,Luther Krake, andBill Clark (who is on secondment from the US Navy)
Additionally, this committee needs to thank Christine Vavlitis for arranging thebarbeque, Jim Nichols from Boeing for organising the video feed for those unable to fitin the conference room, staff from the AED office for attending to the registrations,arranging coffee and various odd jobs, Domenico Lombardo for directing and guidingthe bus morning and evening, and almost every other staff member of the Propulsionarea of AED for helping with the escorting of visitors.
DSTO-GD-0197 (Part 2)
4
DSTO-GD-0197 (Part 2)
5
3. Final Timetable
Time/Chair Day 1 - Tuesday 16 February0830 – 0900 Registration0900 – 0915 Official Welcome – Dr Bill Schofield, Director AMRL0915 – 0955 John Gill
Rick MuldoonBFGoodrichUS Navy
Integrated MechanicalDiagnostics (IMD) HUMS
Page 7 ♦0955 – 1020 David Horsley RAF AMDS,
UKIntroduction of HUMS into theRAF ♦
1020 – 1035
Gra
ham
For
syth
Keith Mowbray Helitune, UK “Modular Distributed HUMS –an Overview” Page 17
1035 – 1100 Morning Tea Break1100 – 1140 Charles Trammel,
Gerald VosslerSmithsIndustries
“UK Ministry Of DefenceHealth and Usage MonitoringSystem (HUMS)” Page 23
1140 – 1210 Pierre Feraud,Phillipe Lubrano
Eurocopter,France
“Commitments of theHelicopter ManufacturerRegarding HUMS Activities”♦
Page Numbers quoted are those of the paper in the Proceedings published as DSTO-GD-0197.♦♦ indicates that this paper or the presentation slides from this paper are included inthis document.♠♠ indicates a paper where some additional slides to those in DSTO-GD-0197 areincluded in this document.The timetable was prepared on behalf of the HUMS Workshop committee by GraemeMesser.
DSTO-GD-0197 (Part 2)
8
DSTO-GD-0197 (Part 2)
9
4. Attendance List.
The following table was prepared from registration details supplied by those personspresent. It does not include a considerable number of AMRL and ADF staff whoattended only part of the conference or who did not complete a registration form.
Name Function Affiliation Telephone/Fax/EmailAberle, LTCOL O. E.(Otto)
^ currently on secondment to AMRL, from NAWCAD, Patuxent River.# Attended TTCP AER-TP3 meeting afterwards.
DSTO-GD-0197 (Part 2)
17
5. Papers Included in this Document
The following pages contain either the paper or a copy, as two slides per page, of thePowerPoint1 Presentations of those papers not included in the original Proceedings. Aswell, one presentation is included where the paper was included in the originalProceedings and some additional slides are published for one presentation.
The presentations have been included in the order determined by the timetable of aprevious section.
Author/Presenter Affiliation/Country Title or Topic PageJohn GillRick Muldoon
BFGoodrichUS Navy
Integrated MechanicalDiagnostics (IMD) HUMS
* 19
David Horsley RAF AMDS, UK Introduction of HUMS into theRAF
35
Pierre Feraud,PhillipeLubrano
Eurocopter,France
“Commitments of the HelicopterManufacturer Regarding HUMSActivities”
51
BrianRebbechiAlbert Wong
AMRL Machine Dynamics 63
Jarek Rosinski Design Unit - GearTechnology Centre,Newcastle, UK
Gear Noise and Vibration –Research at UK Gear TechnologyCentre
“Health and Usage MonitoringSystem for the Denel AviationRooivalk Attack Helicopter”
103
BenParmington
AMRL Lubrication Oil DebrisMonitoring Program at AMRL
115
David J. White AeroStructuresUSA
“Structural Usage MonitoringUsing the MaxLife System”(Additonal slides only)
123
Peter Frith AMRL Engine Gas Path ConditionAssessment
125
* Paper version in DSTO-GD-0197, PowerPoint slides here.
1 PowerPoint is a registered trademark of Microsoft Inc for software generating presentationslides.
DSTO-GD-0197 (Part 2)
18
DSTO-GD-0197 (Part 2)
19
Gill/Muldoon – 1
IMD HUMS
• IMD HUMS is a Commercial Operations & SupportSaving Initiative (COSSI) to improve helicopteroperational readiness and flight safety while slashingmaintenance-related costs.
• The U. S. Navy (USN) has partnered with BFGoodrichto field this military/commercial “dual use” HUMS.
U. S. Navy / BFGoodrichIntegrated Mechanical Diagnostics
COMPONENT: MR SWASHPLATE ASSEMBLY SUBSTANIATING PARAMETER: G.W. RANGE: 33,752 - 69,750P/N: CURVE SHAPE C.G. RANGE: 336.2 - 362.1F R A C T U R E M O D E : WORKING ENDURANCE LIMIT (E8): R O T O R S P E E D : 95% - 105%
LOADING FREQUENCY (CPS): 2.9 VIRTUAL ENDURANCE LIMIT:
No. Regime Expected Actual Expected Actual A l low D a m a g e D a m a g e% T i m e % T i m e Cycles E6 Cycles E6 Cycle E6 Expected Actual
48 Par t ia l Power Descent -E&R 0.21429 0.21429 0.0022 0.0022 inf49 Take-Off 0.80952 0.80952 0.0085 0.0085 inf50 Approach 0.54762 0.54764 0.0057 0.0057 2.36 2.42E-03 2.42E-0351 Landing 0.54762 0.54762 0.0057 0.0057 inf
T O T A L 100.00000 100.00000
TOTAL EXPECTED DAMAGE: 0.00999CALCULATED RETIREMENT TIME: 10008 HRS (EXPECTED)
TOTAL ACTUAL DAMAGE: 0.00939CALCULATED RETIREMENT TIME: 10652 HRS (ACTUAL)
0 2 4 6 8 10 12 14
x 103
0
0.2
0.4
0.6
0.8
1
1.2
Flight Time (Hrs)
Tot
al D
amag
e
Component Retirement Time vs. Structural Damage Plot
Damage Limit
Expect
ed Usag
e
Actual
Usage
Man
ufa
ctu
reC
alcu
late
d R
etir
emen
t Tim
e
Ret
irem
ent T
ime
Bas
ed o
nA
ctua
l C
ompo
nent
Usa
ge
Today
Part Life Gained = 644 Hrs
ResultsRegime Recognition/Usage Monitoring
Regime Recognition/Usage Monitoring
A B C
D E F
G H I
J K L
GROSS WEIGHT
PRESSURE A
LTITUDE
Light Medium Heavy
Ground
≤ 3,000
≤ 6,000> > 3,000
≤ 10,000>> 6,000
Flight load data are taken on the ground, at three altitudes and at three weights
For example;•One set of regimes for each gross weight -altitude combination (total of 12 core sets).•Each core set can have the followingsubset options:
•level flight, climbs, turns,•partial power descents, autorotations,•steady heading sideslips,•pull-ups, etc.
•Time in each regime relates directly to flightloads used to decrement finite life.•Ambiguities resolved in conservative way -
• favor most damaging regime in question
Generic Approach
Each gross weight-altitude combinationmakes up one part of the core set
DSTO-GD-0197 (Part 2)
31
Gill/Muldoon – 13
Routine Aircrew GSS Interaction
• Aircrew Debrief• Acknowledge and
Comment• Interface to
NALCOMIS• Card
Initialization
Routine Aircrew Interaction
Vibration Signals
PPU
VPU
MPU
Analysis
Aircraft
Signals
Information
Management
Flight Data & Results
Select IMD System
•Power Checks
•RTB Checks
•Manual Data Capture
•Status Report
•Advisories (if desired)
Debrief reports
Maintenance Reports
Information Vice Data!!
DSTO-GD-0197 (Part 2)
32
Gill/Muldoon – 14
N A T O P S T 7 0 0 E n g i n e P e r f o r m a n c e
- 5 0
- 4 0
- 3 0
- 2 0
- 1 0
0
1 0
1 2 5 8 11
14
17
18
21
24
27
30
33
36
39
42
44
45
D a t e ( o r E n g i n e H o u r s )
HI
T D
el
ta
TO
T f
ro
m T
ab
le
0 . 8 5
0 . 8 6
0 . 8 7
0 . 8 8
0 . 8 9
0 . 9
0 . 9 1
0 . 9 2
0 . 9 3
0 . 9 4
0 . 9 5
0 . 9 6
0 . 9 7
0 . 9 8
0 . 9 9
1
TF
M V
al
ue
H i t P a s s
H I T B a s e l i n e
H I T L i m i t
S e t B a s e l i n e
H I T F a i l
T F M P a s s
T F M F a i l
1 s t H I T L i m i t
2 n d H I T L i m i t
1 s t H I T B a s e l i n e
2 n d H I T B a s e l i n e
E n g i n e W a s h
3 r d H I T B a s e l i n e
3 r d H I T L i m i t
Example of Routine MaintainerGSS Interaction
Routine Maintainer Interaction
NALCOMIS Maintenance Reports•Aircraft Daily Status Report•Work Center Work Load Report•Aircraft/Equipment Work Load Report
•Aircraft Phase Inspection Report•Aircraft Material Status Report•Outstanding Requisition -- Aircraft Material Status Report•Material Control Register Report•Inspections by TEC Report
Rotor track and balanceTroubleshootingInteractive DiagnosticsPower assurance reviewResults viewed on GUI windowDrill down to details
DSTO-GD-0197 (Part 2)
33
Gill/Muldoon – 15
IMD HUMS FLEET BENEFITS
• Open System Architecture - Scalable, Portable, & Upgradeable
• NALCOMIS Interface
• Maintenance Information Vice Engineering Data
• Improved ACFT Safety
• Improved Mishap Investigation - FDR/CVR
• Increased Availability & Reliability
• Reduction in Scheduled Maintenance
• Rapid Determination of ACFT Status
• Reduced O&S Costs
• Decreased MMH/FH
• Reduced Schedule Component Removal
• Component Life Based on Actual Mission Profile Data Vice Assumed
Fleet Implementation Issues(A Sample)
• Implementation planning– Installations / Training / Support / Incremental Implementation of Functions– Use of Fleet Advisory Committee
• Policy & procedure roadblocks - maintenance re-engineering– Total asset visibility during all levels of maintenance
• Logistics necessary for stage I & II– “O” to Contractor “D”– NALCOMIS Optimized OMA installations & Training– Publication updates….
• Anomaly adjudication process– i.e. diagnostic alarms when traditional indicators show no problem
• Supply for squadron IMD equipped aircraft• Human Factors Engineering - user interface assessments• Capturing benefits• Dealing with IMD & Non-IMD equipped acft in one squadron
DSTO-GD-0197 (Part 2)
34
Gill/Muldoon – 16
QUESTIONS
DSTO-GD-0197 (Part 2)
35
Horsley – 1
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
ROYAL AIR FORCE
Flight LieutenantDAVE HORSLEY
B Eng C Eng MIEE RAF
HUMS & GROUND SUPPORT SYSTEMS
TEAM LEADER
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
The Royal Air Force
DSTO-GD-0197 (Part 2)
36
Horsley – 2
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
ENGINEERING CV
B Eng (Hons) Electrical Systems
Tornado 2nd line
Chinook 1st line
Engines 3rd line
HUMS & GSS
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
SCOPE
• LOGISTICS SUPPORT SERVICES
• EXPECTATIONS
• PROJECTS
• INTRODUCTION STRATEGY
DSTO-GD-0197 (Part 2)
37
Horsley – 3
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
LOGISTICS SUPPORTSERVICES
StructuralIntegrity
Avionics Test Schedules
Structures HUMS & GSS Components
Airframes Propulsion Weapons & GSE
AerospaceEngineering
AerospaceProjects
Aerospace MaintenanceDevelopment &
Support
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
Communications Information Systems
LOGISTICS SUPPORTSERVICES
Aerospace Maintenance
Development & Support
InformationDataManagement
LogisticsComputerCentre
LSS aimsto enhance UK defence
capability
DSTO-GD-0197 (Part 2)
38
Horsley – 4
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
HUMS & GSS TEAM
MISSION
TO ASSIST IN THE EFFICIENT & EFFECTIVEINTRODUCTION TO THE RAF OF HUMS & GROUND
SUPPORT SYSTEMS THAT IMPROVEMAINTENANCE DATA COLLECTION & REDUCE
MAINTENANCE COSTS, THUS IMPROVINGAIRWORTHINESS & MINIMISING THE COST OF
OWNERSHIP
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
LOGISTICS SUPPORTSERVICES
StructuralIntegrity
Avionics Test Schedules
Structures HUMS & GSS Components
Airframes Propulsion Weapons & GSE
AerospaceEngineering
AerospaceProjects
Aerospace MaintenanceDevelopment &
Support
DSTO-GD-0197 (Part 2)
39
Horsley – 5
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
RAF HUMS PROJECTS
GHUMS
OEM HUMS
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
EXPECTATIONS
AIRWORTHINESS
COST OF OWNERSHIP
DSTO-GD-0197 (Part 2)
40
Horsley – 6
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
INTRODUCTIONSTRATEGY
• AIRWORTHINESS
• DATA HANDLING
• OBSOLESENCE
• OEM ACCREDITATION
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
RAF HUMS PROJECTS
DSTO-GD-0197 (Part 2)
41
Horsley – 7
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
AIRWORTHINESS
• INSTALLATION IS ENDORSED
• NOT FLIGHT SAFETY CRITICAL
CONFIDENCE• ALERT CREWS IN-FLIGHT?
• REPAIR OR FLY?
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
AIRWORTHINESS
DSTO-GD-0197 (Part 2)
42
Horsley – 8
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
AIRWORTHINESS
GROUND SUPPORT SYSTEM
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
AIRWORTHINESS
Incident contained Incident
compounded
‘TO DISPLAY OR NOT DISPLAY?’
DSTO-GD-0197 (Part 2)
43
Horsley – 9
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
DATA HANDLING
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
AIRWORTHINESS
IN-FLIGHT ALERTS SUPPRESSED
PROCESSED DATA ADVISORY
DSTO-GD-0197 (Part 2)
44
Horsley – 10
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
DATA HANDLING
FunctionsFrontLine
QUICKANSWERS
FLEET TRENDSDATA CUSTODIANS
Health &Usage Cell
DEVELOP NEW TOOLSMONITOR HUMS EFFICACY
3rdLevel
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
DATA HANDLING
LOTS OF DATA
LOTS OF INFORMATION≠≠
DSTO-GD-0197 (Part 2)
45
Horsley – 11
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
OBSOLESCENCE
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
DATA HANDLING
DEPLOYMENTLAN
WANHUC
SQN 2SQN 1
3RD LEVEL
DSTO-GD-0197 (Part 2)
46
Horsley – 12
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
Tec
hnol
ogy
leve
l
Time
FreeGrowth
BaseLine
TAMING OBSOLESENCE
RAF RISK
PROJECT RISK
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
OBSOLESCENCE
Aircraft
> 30 Years
Aircraft
Hardware
< 5 YearsSoftware
<< 18 Months
DSTO-GD-0197 (Part 2)
47
Horsley – 13
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
OEM ACCREDITATION
OEM
SYSTEM UPGRADES
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
OEMACCREDITATION
DSTO-GD-0197 (Part 2)
48
Horsley - 14
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
SUMMARY
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
OEM ACCREDITATION
OEMs
DSTO-GD-0197 (Part 2)
49
Horsley – 15
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
HUMS AND GSS TEAM
Questions?
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
SUMMARY
• HUMS IS COMING
• BENEFITS AND LIMITATIONS
• KEY IS DATA HANDLING
• HARNESS OBSOLESCENCE
• PARTNERSHIPS REQUIRED
DSTO-GD-0197 (Part 2)
50
Horsley - 16
DSTO HUMS Workshop 16-17 February 1999
Aerospace Maintenance Development & Support -Airframe Section
ROYAL AIR FORCE
The Royal Air Force
DSTO-GD-0197 (Part 2)
51
Lubrano/Feraud – 1
EUROCOPTER HUMS
• Safety and Confidencescope
• HUMS designprinciples
• HUMS moduleconfiguration
• End user’s needs
• Eurocopter experience
• Safety &Costs benefits
EUROCOPTER H.U.M.S
The Helicopter Manufacturercommitments
DSTO-GD-0197 (Part 2)
52
Lubrano/Feraud – 2
HUMS DESIGN PRINCIPLES (1)
• Many possible simple functions– Ex: Usage, Health (Vibration airframe+Eng.), RT&B
• Module 2: Engine vibration health– An important part of the H/C
• è Engine manufacturer approval
– PAC in accordance with MM of the Engine Supplier
– Functions developed in accordance with the engineManufacturer experience & its design criteria
• Module 3: H/C Vibrations– Vibration Status of H/C and its monitored components
– On board Rotors Track & Balance
– Link with CD rom documentation
DSTO-GD-0197 (Part 2)
55
Lubrano/Feraud – 5
END USER ’S NEEDS (2)
• User ’s Environment
• Air & Ground manpower
• Airworthiness organization
• Maintenance facilities (level/PBH)
• Computerized stores & spares management
• Mission preparation systems/fleet management
• Communication network
• Computer policy
END USER’S NEEDS (1)
• Basic EC customization
– 7000 flying helicopters for more than 1500 customers
– ì 1500 different customized configurations
– Yearly flying rate: 2 000 000 hours
• Actual & contractual Use of the Helicopter
– Civil / Military
– Airworthiness & Operational regulations
• FAA, JAA, CAA, DGAC, OffShore
– Specific flight envelope & profile (ex: Logging)
– Yearly Rate
DSTO-GD-0197 (Part 2)
56
Lubrano/Feraud – 6
END USER’S NEEDS (4)
• HUMS Support
• Controlled service introduction and assistance (HUMS inrelation with all a/c aspects)
• Technical assistance (on the job or on call basis)
• Optimum spares avalaibility
• HW & SW cots obsolescence survey
• Continous operational conditions
• Easy & reliable upgrades
• Customized support contract
• Annual user ’s conference
END USER ’S NEEDS (3)
• HUMS Documentation• Part of the helicopter documentation
• HUMS basic complement and enhanced user guide forefficient trouble shouting.
• Available in paper or electronic format.
• HUMS Training• On line maintenance
• GSC&GSE operator
• HUMS administrator
DSTO-GD-0197 (Part 2)
57
Lubrano/Feraud – 7
EUROCOPTER EXPERIENCE (2)
• Safety Enhancement & Cost reduction
– You get « both » with HUMS
– Cost benefit must be calculated with accurateassumptions
– A certified helicopter is safe
• èIt is safer with HUMS
EUROCOPTER EXPERIENCE (1)
• Early involvement in design & support
• Super Puma & Cougar:• 80 systems fitted
• Over 100,000 hours flown
• Upgrades in continuous progress
• Available products for all EC helicoptersversion
DSTO-GD-0197 (Part 2)
58
Lubrano/Feraud – 8
EUROCOPTER EXPERIENCE (4)
• Former difficulties– HUMS understanding
– False Alarm rate
– Usage data provides “more accuracy”
– Hardware reliability
– Software configuration management
• Current Status– HUMS is running stable
– Defect reports are managed through our Support centers
– Improvement of H/C work cards (Troubleshooting+Maint.)
– Safety cases have proven HUMS added value
EUROCOPTER EXPERIENCE (3)
• COOPERATION• H/C manufacturer / Equipment vendor / Users have to win
together
• These 3 actors will be actively pushed forward byairworthiness authorities (JAA-CAA), and by newoperational requirements.
• Each party has an added value to be identified in ordermake sure that the job is not done twice.
DSTO-GD-0197 (Part 2)
59
Lubrano/Feraud – 9
SAFETY & COST BENEFITS (1)
• Detected fault cases
• MGB gear failure
• Tail rotor fitting crack
• Engine / MGB drive shaft unbalance
• MGB bearing advanced wear
• Maintenance error on tail drive shaft
• èè Safety has been increased
EUROCOPTER EXPERIENCE (5)
• HUMS Community– Annual EuroHUMS Conference
– Working group has defined field of benefits
– CAA HUMS task force
– Insurance companies briefing by EC periodically
• EC HUMS support centers– Specific services have been put in place
• Hot line, On job training, Tech assist 24h
– Networks (EC/ End Users - Base to Base)
DSTO-GD-0197 (Part 2)
60
Lubrano/Feraud – 10
SAFETY & COST BENEFITS (3)
• Use of HUMS Database
• Being updated every day
• Pilots & Mechanics behavior and turnover
• H/C historical exceedance data ( a/c and LRU)
SAFETY & COST BENEFITS (2)
• Former accident status– Accident origins are approximately:
• Pilots: 80%
• Maintenance: 15%
• Tech. Issues: 5%
• Each field of accident has the possibility to bereduced by the use of HUMS.
DSTO-GD-0197 (Part 2)
61
Lubrano/Feraud – 11
Conclusion
• Since 1993, Eurocopter has tried to offer the bestalternative to its customers based on their growingoperational requirements
• We have taken into account all economical and technicalaspects related to the products offered to our customers. Sofar, the ROI has been confirmed by users as follow:
• Heavy helicopters• Civil: 4 to 5 years / Military: 7 to 10 years
• Medium/Light Helicopters• Civil: Less than 3 years / Military: 3 to 5 years.
SAFETY AND COST BENEFITS (4)
• Achieved Cost Reduction
• Technical Flight reduction
• Ground tests reduction
• Lighter scheduled inspection
• Better vibration status of the Helicopters
• Crew / Passengers / Equipments
• Customized maintenance for limitation exceedence
1. Very high vibration levels, largely as a result of unblanacedue to shaft clearances and proximity of drivetrain to critical speed
2. Alleviation of problem by assessing all aircraft, anddeveloping a procedure to reduce vibration by shaft rotation
F/A- 18 AMAD GEARBOX
1. Failures of the input bearing have resulted in two in-flight fires.
2. The second fire caused substantial airframe damagewhich required overeatsrepair.
DSTO-GD-0197 (Part 2)
66
Rebbechi – 4
F/A 18 AMAD Gearbox Test Rig
Design changes introduced fromJune 2000 to June 2002 (Biggerinput bearing)
AIM: To fail bearing underservice conditions. ~500lbf radialunbalance load applied.
Test data from rig will complement existing vibrationmonitoring of the fleet.
Gearbox vibration, bearing cage speed and weardebris are monitored.
Dynamic Load Measurement
Dynamic bearing load measurement using strain gages confirmed estimates of high bearing load. Measured values in excess of 500 lbf (Design 130 lbf)which will have life of less than 400 hrs at 100% power
DSTO-GD-0197 (Part 2)
67
Rebbechi – 5
T56-A-7B Turbine Blades
Frequency screening of new blades
Cantilever
1
23
4
5
67
8
9
10
11A
12
1314
15
16
17
1819
20
21
22
2324
2526
2728
2930
31
32
33
3435
36
37
38
39
40
41
4243
44
45
46
47A
48A
4950
51
5253
545556
57
58
59
60
61
62
63
64
6566
67
68
69
70
71
72
73
74
75
7677
78
79
80
81
8283
84
8586
8788
89
90
91
92
9394
95
9697
98
99
100
101
102
103
104
105
106
1600
1650
1700
1750
1800
1850
1900
1950
2000
0 20 40 60 80 100 120
Blade Number
Freq
uenc
y [H
z]
7th Order Frequency (1612 Hz)
T56-A-7B Turbine Blades
Investigating possible
natural frequency
excitation leading to
failure
Frequency screening of
new blades
QANTAS will take over
screening
DSTO-GD-0197 (Part 2)
68
Rebbechi – 6
Ruggedised Portable PC System
Fieldworks FW7500 PC (75MHz
486)
Custom built signal
conditioning card
(6 accelerometer +
2 tacho channels)
Anti-aliasing filter card
A-to-D converter card
Connector interface
RAN Hard Wiring for Sea King and Seahawk
Chadwick - Helmuth Track and Balance
AMRL diagnostics of main, intermediate and Tailrotor
– From a measured run-up curve give prediction of unbalancedistribution and structural fault degradation
– Uses Finite Element mathematical model of TF30 andoptimisation algorithm
3D finite element modelHave constructed 3D FE rotordynamics model
Used to simulate structural faults and refine fault predictions
DSTO-GD-0197 (Part 2)
71
Rebbechi – 9
Helicopter Transmission Test Facility
Background R&D
DSTO-GD-0197 (Part 2)
72
Rebbechi – 10
SMART BEARINGS
PVDF Piezoelectric film
(between bearing outer
race and housing)
senses vibration
Will ultimately trigger
alarm once vibration
amplitude exceeds
threshold
Planet Separation Techniques
DSTO-GD-0197 (Part 2)
73
Rebbechi – 11
Tooth Crack
Time Signal of Synchronous Average
Accelerometer Microphone
Angular PositionAngular Position
Sig
nal
Ave
rage
DSTO-GD-0197 (Part 2)
74
Rebbechi – 12
Future Directions
Primary role is to Support ADF
R&D Development of diagnostic techniques
International collaboration USN, UK
Kurtosis vs run time
DSTO-GD-0197 (Part 2)
75
Rosinski – 1
Self-funding research, development and design groupin the field of mechanical power transmission, workingfor industry and government.
Founded: 1970Staffing: 19 full time staff: 10 Engineers, 7
Technicians, 2 Secretaries.
ORGANISATION & FACILITIES
J. RosinskiDesign UnitGear Technology CentreNewcastle University (UK)
Gear Noise and Vibration Research atNational Gear Technology Centre
DSTO-GD-0197 (Part 2)
76
Rosinski – 2
•Gear Noise and Vibration Laboratory with 8 MW backto back test facility.•Gearbox Test Laboratory for parallel axis and wormgearboxes.•Gear Fatigue Test Laboratory with 8 test back-to-backrigs of 75mm and 160 mm centres and up to 1.6MWpower. Metallurgical & Materials Laboratoriesincluding facilities for X-ray diffraction, atomic forcemicroscopy etc.•National Gear Metrology Laboratory - the UK nationalstandards laboratory for gear metrology.
LABORATORIES
Well equipped mechanical and electronics workshopsfor the manufacture of test rigs and instrumentation.
WORKSHOPS
DSTO-GD-0197 (Part 2)
77
Rosinski – 3
The Design Unit has experience of design, analysis andtroubleshooting in mechanical transmission systemsfor:
•marine propulsion, including naval gearboxes•industrial drives including mining, quarrying, steelplant and chemical plant applications•rail traction drives, AC and DC, EMU's, locomotivesand light rail•automotive gearboxes for cars, off-road vehicles,buses, HGV's and heavy quarry equipment•control and servo drives for machine tools, printingmachinery and materials handling.
AREAS OF WORK
•Gear, gearbox and transmission system design anddevelopment, particularly for low noise and high strength•Gears system dynamic analysis (experimental andtheoretical)•Special measurement and data analysis systems formechanical drives•Gear material surface and bending fatigue strength,metallurgy and heat treatment•Gear noise and vibration measurement and analysis•Gear manufacture and metrology•Gear Stress analysis including full 3-D FE based elasticmesh analysis•Failure investigation and analysis and on-site load, stressand vibration analysis of mechanical systems
EXPERTISE
DSTO-GD-0197 (Part 2)
78
Rosinski – 4
A dedicated team of engineers provide rapid on-sitetechnical assistance in solving industrial problems.Work is typically undertaken not only in the UK butanywhere in the World.
SERVICE FOR INDUSTRY
The Design Unit is engaged in fundamental research inthe following areas of gear technology:
•gear stress analysis•gear noise and vibration•gear material fatigue strength enhancement•gear system dynamics•gear grinding•gear metrology
RESEARCH
DSTO-GD-0197 (Part 2)
79
Rosinski – 5
DSTO-GD-0197 (Part 2)
80
Rosinski – 6
DSTO-GD-0197 (Part 2)
81
Rosinski – 7
•Telemetry Systems•Miniature Slip Ring Instrumentation•Unattended Data Loggers•Electronic Gear Alignment Instrumentation•Portable Gear Inspection Instruments•Miniature Strain Gauge Amplifiers•Dedicated Computer Based DSP - Built Inside GearElements
SPECIAL INSTRUMENTATION
DSTO-GD-0197 (Part 2)
82
Rosinski – 8
DSTO-GD-0197 (Part 2)
83
Rosinski – 9
DSTO-GD-0197 (Part 2)
84
Rosinski – 10
DSTO-GD-0197 (Part 2)
85
Rosinski – 11
DSTO-GD-0197 (Part 2)
86
Rosinski – 12
DSTO-GD-0197 (Part 2)
87
Rosinski – 13
IN - SERVICE GEAR ALIGNMENT
DSTO-GD-0197 (Part 2)
88
Rosinski – 14
DSTO-GD-0197 (Part 2)
89
Rosinski – 15
GEAR DYNAMICS
DSTO-GD-0197 (Part 2)
90
Rosinski – 16
TROUBLESHOOTINGTRANSMISSION SYSTEMS
DSTO-GD-0197 (Part 2)
91
Rosinski – 17
DSTO-GD-0197 (Part 2)
92
Rosinski – 18
DSTO-GD-0197 (Part 2)
93
Rosinski – 19
DSTO-GD-0197 (Part 2)
94
Rosinski – 20
DSTO-GD-0197 (Part 2)
95
Rosinski – 21
3-D GEAR MODELLING
DSTO-GD-0197 (Part 2)
96
Rosinski – 22
DSTO-GD-0197 (Part 2)
97
McVea – 1
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Current operational mode of Electric ChipDetectors (ECDs) for Helicopter IGB
• ECD Warning Light activates in cockpit
• Land, check and remove material from ECD
• Replace ECD, ground run 1 hour
• If there is an increased amount of metal particles
Gearbox is removed and sent to OEM for overhaul
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C Eu
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
RESEARCH INTO SENSITIVITY OF ELECTRICCHIP DETECTORS (ECDs), AS INSTALLED IN
ADF BLACK HAWK HELICOPTERS
SPLASH LUBRICATED ENVIRONMENT IN ANINTERMEDIATE GEARBOX
Presenter:
Grier McVea
“A NON-PLANAR BRIDGE”
DSTO-GD-0197 (Part 2)
98
McVea - 2
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C Eu
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
2 mmGAP
RADIAL ELECTRIC CHIP DETECTOR IN IGB
Wear debris is distributed across the gap, to close the electricbridge and activate the cockpit light
Magnetic area forcollection of weardebris
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C Eu
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Black Hawk Intermediate Gearbox RigWork described here was done, using a Black Hawk IGBcoupled to an electric motor and operated at the samespeed (rpm) as in the helicopter.
DSTO-GD-0197 (Part 2)
99
McVea – 3
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
2mm
IRON PARTICLES USED FOR SEEDING IGB
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Debris shownwas still in theIGB oil, after15 flushes withnew filteredclean oil.
Splash lubricated gearboxes are highlycontaminated with debris (difficult to remove)
DSTO-GD-0197 (Part 2)
100
McVea - 4
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C Eu
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Gearbox component failure was finally recorded when the oilsystem was over-dosed with huge quantities (250mg/L) ofsimulated wear debris (iron filings).
Bridge was made with a non-planar arrangement of debris
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C Eu
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
ECD magnetic chip collectionsin the running IGB rig, with NOwarning light activation.
Indicates very low sensitivityof the radial ECD.
1 hour, 30 mg/L 2 hours, 60 mg/L
3 hour, 120 mg/L
DSTO-GD-0197 (Part 2)
101
McVea – 5
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Iron particledeposits directlybelow ECD position
PARTICLE SETTLING INSIDE IGB SUMP
Sump floor
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
ECD particle collection adjacent to radial gap
gap
Metal deposits on magnet not contributing to bridging
DSTO-GD-0197 (Part 2)
102
McVea - 6
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Planned further Black Hawk IGB Work
To study effects on ECD captureefficiencies with
• increased oil temperatures
• introduced vibration
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C Eu
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
Current operational mode of Radial ElectricChip Detectors (ECDs) for IGB Health
Conclusion:
• Current Radial ECDs located in IGBs appearto be very insensitive to wear debris accumulation within the gearbox
• Stronger magnets would provide earlier warning
DSTO-GD-0197 (Part 2)
103
Botes - 1
DSTO-GD-0197 (Part 2)
104
Botes - 2
DSTO-GD-0197 (Part 2)
105
Botes - 3
DSTO-GD-0197 (Part 2)
106
Botes - 4
DSTO-GD-0197 (Part 2)
107
Botes - 5
DSTO-GD-0197 (Part 2)
108
Botes - 6
DSTO-GD-0197 (Part 2)
109
Botes - 7
DSTO-GD-0197 (Part 2)
110
Botes - 8
DSTO-GD-0197 (Part 2)
111
Botes - 9
DSTO-GD-0197 (Part 2)
112
Botes - 10
DSTO-GD-0197 (Part 2)
113
Botes - 11
DSTO-GD-0197 (Part 2)
114
Botes - 12
DSTO-GD-0197 (Part 2)
115
Parmington – 1
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
OBJECTIVE OF THE PROGRAM
• Enhance AMRL’s understanding of the operation and
performance of existing and new generation oil debris
monitors,
IN ORDER TO
• better position AMRL to provide advice to the Australian
Defence Force on the performance of monitors used on
existing aircraft and of new generation monitors that are
becoming available.
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRISMONITORING PROGRAM AT AMRL
Presenter
Ben Parmington
DSTO-GD-0197 (Part 2)
116
Parmington - 2
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
Output from GasTOPS inductive monitor
Courtesy of Aerospace Engineering
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
Tedeco Tedeco GasTOPSstandard magnetic plug electric chip detector inductive type
Types of Oil Debris Monitors
Courtesy of Aerospace Engineering
DSTO-GD-0197 (Part 2)
117
Parmington – 3
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
WHAT WE WANT TO KNOW
• REGISTRATION EFFICIENCY = number particles registered versus number of particles passed
• STATISTICAL DISTRIBUTION OF THE REGISTRATION EFFICIENCY for range of particle sizes
at different oil temperaturesat different oil flow rates
• RESPONSE OF THE SENSOR TO DISTRIBUTION OF WEARPARTICLES IN THE FLOW
particles widely dispersedcloud of particles densely packed
• PERFORMANCE OF SENSOR AS AN EARLY WARNING MONITORINGDEVICE
• ELECTRONIC INTEGRITY AT ELEVATED TEMPERATURES
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
Manufacturers/Developers of Advanced Inductive type In-line oilDebris monitors
GasTops Ltd of Canada: Full flow monitor capable of detectingMagnetic and non Magnetic metal particles
Tedeco US: Full flow monitor detects only magneticparticles
Thompson Power UK : Full flow monitor detects only magneticparticles
Smiths Industries UK: Detects both magnetic and non magneticmetallic particles
Wells Krautkamer/ Detects both magnetic and Manor Technology: non magnetic metallic particles.
DSTO-GD-0197 (Part 2)
118
Parmington - 4
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
SCHEMATIC OF OF OIL DEBRIS MONITORING TEST RIG
20 kW ELECTRIC HEATER
3 MICRON FILTER
20 MICRON SCREEN
SEEDING INJECTOR
CIRCULATING PUMPS
OIL DEBRIS MONITOR
FLOW METER
OIL TANK
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
WHAT IS REQUIRED OF THE RIG
• HEATING CAPABILITY OF OIL TO 200 DEGREES CENTIGRADE
• VARIABLE OIL TEMPERATURE CONTROL
• VARIABLE OIL FLOW RATE UP TO 100 L PER MINUTE
• AUTOMATED SEQUENTIAL INJECTION OF WEAR DEBRIS
• REMOTE OPERATION OF THE RIG
• WEAR DEBRIS RECOVERY FOR EVALUATION OF REGISTRATIONEFFICIENCY
• PROVISION OF AERATION OF THE OIL
DSTO-GD-0197 (Part 2)
119
Parmington – 5
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
INJECTOR MANIFOLD
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
DSTO-GD-0197 (Part 2)
120
Parmington - 6
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
Rig for GeneratingBearing DebrisMaterial
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
Wet sump gearbox
• Rig capable of duplicating oil churning
rates
Cannot duplicate the effect of:
• Power input
• Gearbox running temperatures
• Gearbox vibration
S-70A-9 BLACK HAWK INTERMEDIATE GEARBOX RIG
DSTO-GD-0197 (Part 2)
121
Parmington – 7
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
ANY QUESTIONS ?
Airframes and Engines Division
D E P A R T M E N T O F D E F E N C E
u
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATION
LUBRICATION OIL DEBRIS MONITORING PROGRAM AT AMRL
STATUS
• Tests on the Black Hawk (S-70A-9 ) Main Rotor Gearbox sensor and
GasTOPS MetalSCAN ready to start within the next fortnight.
DSTO-GD-0197 (Part 2)
122
DSTO-GD-0197 (Part 2)
123
David White (Extra Slides) - 1
United States Coast GuardHH-60J STRUCTURAL USAGEMONITORING EVALUATION
February 17, 1999
TEAM HAWK MEETING
Helicopter Usage MonitoringUsing the MaxLife SystemDSTO Helicopter HUMS Workshop -- February 1999
Aerostructures, Inc.
DSTO-GD-0197 (Part 2)
124
David White (Extra Slides) - 2
0
2 0 0 04 0 0 0
6 0 0 0
8 0 0 01 0 0 0 0
1 2 0 0 0
1 4 0 0 0
1 6 0 0 01 8 0 0 0
2 0 0 0 0
F w d S e r v o
B e l l c r a n k
R t T i e R o d
S u p t A s s y
M a i n R o t o r
B l a d e A s s y
M a i n R o t o r
H u b S u b
Assy
Fat
igu
e L
ife
Hou
rs
D e s i g n
6 0 0 1
6 0 0 7
6 0 1 4
A v e r a g e
Design & Individual Aircraft Component Fatigue Life(Based on Limited HH-60J Actual Usage Data)
ComponentPredicted LifeTruncated at
20000 hrs
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
4.5
5.0
3 5 - 5 0 d e g
A O B T u r n s
2 5 - 3 5 d e g
A B T u r n s
P u l l u p s D i v e N o r m a l
D e s c e n t
F l i g h t R e g i m e s
% T
ime
in R
egim
e
D e s i g n
6 0 0 1
6 0 0 7
6 0 1 4
A v e r a g e
Variability in HH-60J Maneuvers
Based upon limited, preliminary USCG HH-60J Data.
DSTO-GD-0197 (Part 2)
125
Frith – 1
OUTLINE
• DSTO gas path condition assessment activities
• HUMS related T700 engine activities
• Power Performance Index (PPI)
• T700 model based power check
• T700 MATLAB-Simulink twin engine model
• Summary
Engine Gas Path Condition Assessment
by
Dr Peter Frith
Helicopter HUMS Workshop
Head, Engine PerformanceAirframes and Engines DivisionAeronautical & Maritime Research LaboratoryTel: 61 3 9626 7695Fax: 61 3 9626 7083E-mail: [email protected]
Melbourne, Australia
February 16-17, 1999
DSTO-GD-0197 (Part 2)
126
Frith - 2
Main Technical Activities
• Facilitate implementation of automated engine diagnostic, test acceptance and data acquisition systems
• Acquire and classify engine data into fault-signature data-bases
• Develop and validate advanced adaptive component basedthermodynamic engine models
• Investigate and develop the use of neural and fuzzy logic techniques to identify fault signatures against the observed measurement and model uncertainty
Major Gas Path Condition Assessment Projects
• TF30 engines in F111• Engine Diagnostic and Acceptance System (EDAS)
( for engine test cells )• Interactive Fault Diagnosis Isolation System (IFDIS)
( for flight line troubleshooting )
• F404 engines in F/A-18• Automated Diagnostic and Acceptance Test System (ADATS)
( for engine test cells )
• T700 engines in Black Hawk, Seahawk and Seasprite• Model-based power check
( for future HUMS )• Model-based diagnostics
( for future HUMS )
DSTO-GD-0197 (Part 2)
127
Frith – 3
HUMS Related T700 Engine activities.
• On-going assessment of current HIT and power checks
• Assessment of Power Performance Index (PPI) for US Navy HIDS ( a TTCP AER-TP-7 collaborative activity )
• Development of model-based power check ( a TTCP AER-TP-7 collaborative activity )
• Development of MATLAB-Simulink twin engine model
• Development of model-based diagnostics
ADF Helicopters with T700 turboshaft engines
Black Hawk SeaspriteSeahawk
T700
DSTO-GD-0197 (Part 2)
128
Frith - 4
New PPI in HIDS SH-60 HUMS
50 60 70 80 90 100 110
-40
-20
0
20
40 0
20
40
60
80
GE
PP
I (C
)
OA
T (C)
0
15 25 35 45
Torque (%)
55 65 75
50 60 70 80 90 100 110
-40
-20
0
20
40 0
20
40
60
80
New
PP
I (C
)
OA
T (C)
0
15 25 35 45
Torque (%)
55 65 75
PPI MARGINS AT 2000 FEET FOR T700-401C CYCLE DATA
Sensitive to OAT correction
Assessment of GE Power Performance Index (PPI)
• PPI uses a simple TGT versus TQ reference curve• represents minimum acceptable performance
RESULTS• Restricted to sea- level and low to medium power levels
• Developed new version applicable to 14000 feet
• Established best capture window• endurance / range cruise• 12 second window
Produces useful end of flight condition indicator
DSTO-GD-0197 (Part 2)
129
Frith – 5
Single Engine Open-Loop Degradation Model
FIDELITY vs SIMPLICITY
COMPONENT EFFECTS:Intake
Scavenge/Anti-ice/Starting BleedsCompressor
Compressor/Customer Bleeds
CombustorGas Generator Turbine
Power Turbine
ExhaustTWO PARTS:Engine to Engine Variations
Component Degradation
Fidelity of T700 Degradation model is okay for Power Check
T700 Model-Based Power Check
Aim: to predict the power available from twin engine helicopter installations when the two engines operate with varying levels of component degradation ( i.e. significantly different to specification performance )
Roles: Maintenance - Engine Removal
Operational - Mission Planning
Model : Based on NASA T700 dynamic model (Fortran)
Developed open-loop single engine degradation version
Validated against specification and test data
Results: Good match to specification and US Navy test data across power range
Dual engine power can be generated from steady-state single engine results
Provides Dual Engine Power Check and Mission Planning Capability
DSTO-GD-0197 (Part 2)
130
Frith - 6
Maximum Power Available - Two Engine{4000 ft and 35C}
50 60 70 80 90 100 110 120 130650
700
750
800
850
900
950
CONTINUOUS
IRPMAXIMUM
CONTINGENCY
DUAL TQLIMIT
SINGLE TQLIMIT
EXTREME
AVERAGE
SPECIFICATION
ENGINE TORQUE (%)TUR
BIN
E G
AS
TE
MP
ER
ATU
RE
(C)
15 16 17 18 19 20 21 22HOVER OGE (*1000LB)
Developing version to be run in Excel
Data-Bases for Model ValidationOEM Models: GE T700 Specification Models
• - 701A, - 401, - 401C
Operational : AUS Army Manual HIT and Power Checks
TTCP: US Navy HIDS Patuxent Flight Trials US Navy Trenton Test Cell Data
• - 700, - 401, - 401C• fleet rejected engines
Overhaul: Pacific Turbine Test Cell Data• - 701A modules and engines• pre and post maintenance tests
Future: Fault implant test program• - 701A engine available
Benefit from Fault Implant Test Program
DSTO-GD-0197 (Part 2)
131
Frith – 7
Aim: to develop enhanced T700 modelling tool
• true twin engine transient model
• readily interfaced with modern software tools
Simulink: improvement over Fortran model / interactive simulation visual display of engine model / construct by ‘drag-an drop interface with signal processing, fuzzy logic, real-time workshop toolboxes
New Capabilities: diagnosis from transient flight data engine related accident investigations
retrofitting FADEC
What next? Validate against HIDS SH-60 flight test data
MATLAB - Simulink Twin Engine Model
Okay for what-if studies - further validation for diagnostics
Effect of Varying Gas Generator Turbine Degradation
1 2 3 4 0
- 1
- 2
- 3
- 4
5
- 5
20
40
60
80
100
% increase in Gas Generator Turbine characteristic mass flow
% d
ec
rea
se
in
Ga
s G
en
era
tor
Tu
rbin
e e
ffic
ien
cy
Use to Relate HIT values to Power Check
Increase in TGT (C)values for HIT checkat 60% Torque.
Engine Runs Hotter
DSTO-GD-0197 (Part 2)
132
Frith - 8
Title Interface
…and Degradation Interface
T700 Twin Engine Installation
DSTO-GD-0197 (Part 2)
133
Frith – 9
Display of themodel
DSTO-GD-0197 (Part 2)
134
Frith – 10
Torque (% of max design)vs Time (s)
Torque Demand
Torque (Engine 1)
Torque (Engine 2)
100
0 2540
Engine Speeds (%) vs Time (s)
Power Turbine Speed (Both Engines)
Gas Generator Speed (Engine 1)
Gas Generator Speed (Engine 2)
0 2592
102
Compressor Blockage 3% (E2)
Cold End Degradation (E2)
DSTO-GD-0197 (Part 2)
135
Frith – 11
• Power Performance Indicator provides extended HIT check• end of flight condition indicator - trendable
• Power Check requires model-based approach
• Developed T700 component degradation model• validated against specification and test data• provides dual engine power check / mission planning capability
• Developed enhanced T700 modelling capability - Simulink model• true twin engine transient model
• Currently developing a model-based diagnostic capability
Summary
Torque (% of max design)vs Time (s)
Torque Demand
Torque (Engine 1)
Torque (Engine 2)
100
0 4040
Engine Speeds (%) vs Time (s)
Power Turbine Speed (Both Engines)
Gas Generator Speed (Engine 1)
Gas Generator Speed (Engine 2)
0 4088
102
Hot End Degradation (E1)
Torque Split
130
DSTO-GD-0197 (Part 2)
136
DISTRIBUTION LIST
Workshop on Helicopter Health and UsageMonitoring Systems, Melbourne, Australia,
February 1999 - Part 2.
Graham F. Forsyth (Editor)
AUSTRALIA
DEFENCE ORGANISATION
Task SponsorHQ-ASG SO1-LOG Oakey
S&T ProgramChief Defence Scientist FAS Science Policy shared copyAS Science Corporate Management Director General Science Policy DevelopmentCounsellor Defence Science, London (Doc Data Sheet )Counsellor Defence Science, Washington (Doc Data Sheet )Scientific Adviser to MRDC Thailand (Doc Data Sheet )Director General Scientific Advisers and Trials/Scientific Adviser Policy and
Corporate Support Program (libraries)OIC TRS, Defence Regional Library, CanberraOfficer in Charge, Document Exchange Centre (DEC) (Doc Data Sheet and
distribution list only)*US Defence Technical Information Center, 2 copies*UK Defence Research Information Centre, 2 copies*Canada Defence Scientific Information Service, 1 copy*NZ Defence Information Centre, 1 copyNational Library of Australia, 1 copy
UNIVERSITIES AND COLLEGES
Australian Defence Force AcademyLibraryHead of Aerospace and Mechanical Engineering
Deakin University, Serials Section (M list), Deakin University Library, Geelong,3217 (Senior Librarian, Hargrave Library, Monash University
Librarian, Flinders University
OTHER ORGANISATIONS
NASA (Canberra)AGPSCASA – Canberra
OUTSIDE AUSTRALIA
ABSTRACTING AND INFORMATION ORGANISATIONSINSPEC: Acquisitions Section Institution of Electrical EngineersLibrary, Chemical Abstracts Reference ServiceEngineering Societies Library, USMaterials Information, Cambridge Scientific Abstracts, USDocuments Librarian, The Center for Research Libraries, US
INFORMATION EXCHANGE AGREEMENT PARTNERSAcquisitions Unit, Science Reference and Information Service, UKLibrary - Exchange Desk, National Institute of Standards and Technology, US
OTHER:CAA UK HHMAG (Secretary)
SPARES (35 copies)
Total number of copies: 100 (+ 10 DocData Sheets)
Page classification: UNCLASSIFIED
DEFENCE SCIENCE AND TECHNOLOGY ORGANISATIONDOCUMENT CONTROL DATA 1. PRIVACY MARKING/CAVEAT (OF
DOCUMENT)
2. TITLE
Workshop on Helicopter Health and Usage Monitoring Systems,Melbourne, Australia, February 1999 - Part 2.
3. SECURITY CLASSIFICATION (FOR UNCLASSIFIED REPORTSTHAT ARE LIMITED RELEASE USE (L) NEXT TO DOCUMENTCLASSIFICATION)
Document Title Abstract
4. AUTHOR(S)
Graham F. Forsyth (Editor)
5. CORPORATE AUTHOR
Aeronautical and Maritime Research LaboratoryPO Box 4331Melbourne Vic 3001 Australia
6a. DSTO NUMBERDSTO-GD-0197 (Part 2)
6b. AR NUMBERAR-010-839
6c. TYPE OF REPORTGeneral Document
7. DOCUMENT DATEMarch 1999
8. FILE NUMBERM2/997
9. TASK NUMBERARM96/082
10. TASK SPONSORSO1 LOG ASG
11. NO. OF PAGES144
12. NO. OFREFERENCES
13. DOWNGRADING/DELIMITING INSTRUCTIONS
14. RELEASE AUTHORITY
Chief, Airframes and Engines Division
15. SECONDARY RELEASE STATEMENT OF THIS DOCUMENT
Approved for public release
OVERSEAS ENQUIRIES OUTSIDE STATED LIMITATIONS SHOULD BE REFERRED THROUGH DOCUMENT EXCHANGE CENTRE, DIS NETWORK OFFICE,DEPT OF DEFENCE, CAMPBELL PARK OFFICES, CANBERRA ACT 2600
Health and Usage Monitoring Systems, Helicopter Maintenance, Airworthiness, Condition Monitoring
19. ABSTRACT
Over the last 10 years, helicopter Health and Usage Monitoring Systems (HUMS) have moved from theresearch environment to being viable systems for fitment to civil and military helicopters. In the civilenvironment, the situation has reached the point where it has become a mandatory requirement for someclasses of helicopters to have HUMS fitted. Military operators have lagged their civil counterparts inimplementing HUMS, but that situation appears set to change with a rapid increase expected in their usein military helicopters.
A DSTO-sponsored Workshop was held in Melbourne, Australia, in February 1999 to discuss the currentstatus of helicopter HUMS and any issues of direct relevance to military helicopter operations. Thissecond part contains a list of those attending and a number of papers not received in time for publicationbefore the event.